Johannes vermehren



Patented July l2, I393. J. VERMEHREN.

AUTOMATIC APPARATUS FOR PREVENTING COLLISIONS 0N BAILWAYS.

(Application filed Jay. 26, 1898.)

(No Model.)

'NTTE TATES JOHANNES VERMEHREN, OF HELLERUP,'DENMARK.

AUTOMATIC APPARATUS FOR PREVENTING COLLISIONS 0N RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 607,303, dated July'12, 1898.

Application filed January 26,1898. Serial No. 668,013. (No model.)

To aZZ whom it may concern:

Be it known that I, J OHANNES VERMEHREN, spare bank assistant, a subjectof the King of Denmark, and a resident of Hellerup, near Copenhagen,Denmark, have invented a new and useful Improvement in AutomaticApparatus for Preventing Collisions on Railways, of which the followingis a specification.

This invention relates to an automatic apparatus for preventingcollisions between railway-trains; and it consists of a mechanism placedbetween the rails and set in action by the train when this is drawn upat a station or stopping-place,which mechanism actuates, bya suitableconnection, an appliance arranged at a suitable distance from thestopping-place in such manner that the said appliance works a brakeapparatus on any train which may subsequently arrive at this point, andthus brings it to a standstill wholly independently of the engine-driverand irrespectively of any signal being at danger or at safety. In suchapparatus of this kind as have been used heretofore it was anarrangement outside the stopping-place that worked the brake of afollowing train and brought the latter to rest. This arrangementconsisted of a pivoted arm, plate, or the like always placed between therails and 011 the same level with them and was turned up in such aposition that it struck against an arm hanging from the locomotive ofthe following train and connected with the brake apparatus thereof. Tothis arrangement, however, there is the objection that it is easily putout of order and therefore fails to act, since the pivoted arm, plate,&c., is easily jammed and held tight by, for example, snow, ice, gravel,small stones, and the like, so that it cannot be turned by the mechanismat the station and consequently does not actuate the brake of afollowing-train. Again, the arm hanging from the locomotive is easilydamaged or even put in action by any obstaclesuch as a stone or frozenlump of snow, &c.-which may happen to be between the rails. All theseobj eotions are obviated by the present invention, which consists, likethose at present known, of a mechanism placed between the rails of thestopping-place and set in action by the arriving train andof anarrangement situated at a suitable distance behind the stopping-placeand designed to automatically workthe brake of a followingtrain, so asto bring this train to rest. The special novelty by which the apparatusdiffers from those heretofore known lies in the fact that thearrangement situated behind the stopping-place consists of a platedisposed obliquely with regard to the rails and at a suitable heightabove them. .This plate strikes against an arm projecting from the sideof the locomotive and draws it outward, whereby the braking action iseltected.

The apparatus is shown in the accompanying drawings, in which- Figure 1is a side view of the mechanism provided at the stopping-place. Figs. 2and 3 are respectively a side View and a plan of the apparatus which isplaced at a certain distance behind the stopping-place. Fig. 4. showsthe mechanism on the locomotive for the automatic actuation of thebrakes.

At the stopping-place there are situated between the rails twolever-bars E, turning on the axes or pivots c, Fig. 1. The free ends ofthese rods are pivoted together and are normally held in the raisedposition shown in the drawings by springs lying underneath them. One ofthese lever-bars terminates at its free end in a downward extensionH,which engages with an upwardly-turned cam g, mounted on the axis N,situated beneath the lever-bars. The cam is connected with the arm G, tothe end of which is fastened a chain or rope c, which passes around thepulley P and isconnected at its other end with the apparatus behind'thestation, Figs. 2 and 3. This apparatus consists of a staging O,situatedby the side of the line of rails and having at the top a bearing for anaxis F, which carries a sprocket-wheel D and also two arms 13 B ofunequal length. To these arms is fastened a plate or rail S of angularsection. The rope c from the stopping-placepasses over the guide-pulleysM and is connected to the suspended weight L through the .intermediaryof a pitch-chain O, which passes over the chain-wheel D. Normally-thatis to say, when no train is stoppingat the stationthe arm G is in theopposite position to that shown in Fig. 1, whence it follows IOO thatthe arms B, with the plate S, as well as the weight L, are in theposition shown in Fig. 2 by full lines. The plate S is turned over onthat side of the staging O which is next to the rails, and in thisposition it prevents trains from unexpectedly arriving at thestopping-place, since they are checked by the application of the brakesby the plate S before they can arrive at the stopping-place.

\Vhen a train is to arrive, the apparatus is brought into the reverseposition-the inoperative position(shown in Fig. 1, and in Fig. 2 bydotted lines) by turning a hand-lever 00, mounted on the axis T, whichalso earries a sprocket-wheel, so that by turning this a chain 1,passing over this wheel and over the sprocket-wheel T, mounted on theaxis N, effects the turning of the latter. hen a train arrives at thestopping-place, a roller mounted on the locomotive presses the leverbarsE level, whereupon the extension H presses the finger g and turnsthereby the axis N far enough for the arm G to be depressed below thehorizontal line. As soon as this happens the weight L, Fig. 2, can comeinto action and can turn the arm G, which is now over the dead-point,until it has passed through one hundred and eighty degrees, when itstrikes against a stop and is arrested. The pull thus put upon the ropec, with its pitch-chain 0, turns the sprocketwheel I), and as aconsequence the axis F, through one hundred and eighty degrees, so thatthe plate S is turned over onto the side of the staging O which is nextthe rails. (Shown in full lines in Figs. 2 and 3.) In this position theplate is horizontal, but is obliquely disposed with regard to the rails(represented by theline V, Fig. 3) on account of the unequal length ofthe arms B. The distance between the plate S and the rails increases inthe direction of the stoppingplacethat is, in the direction in which thetrain is traveling.

Two transverse parallel horizontal guiderods A A are situated on thelocomotive. Theyare connected together by means of pivoted guide-piecesa a, Fig. 4, and are supported in suitable bearings. The rods extendbeyond the locomotive on each side, and each is provided at its outerend with a pivot for aroller R. The springs F keep the rods A normallyin the position shown in Fig. 4, in which the rollers R are already farenough from the sides of the locomotive to engage with the plate S,situated at the side of the track, when the automatic braking is to beoffected. The rods A are each of them provided with a cam K, soconstructed that when the rods are drawn outward the cams engage withtwo pins on the brake-handle V and turn this to the left, so that thevacuum or other brake is put in action. \Vhen the rods A are drawn backagain, the cams K do not actuate the brake-handle.

The working of the apparatus is therefore as follows: lVhen atrainarrives at the stopping-place, it presses down the lever-bars E andturns thereby the axis N so far that the arm G moves over the deadpoint. The sproeketwheel D will now be turned, and the plate S swingsover to the operative position shown in full lines. If a train thencomes toward the station, the roller R on the locomotive will engagewith the plate S and will follow this throughout its length. In this waythe corresponding guide-rod will be drawn outward and thebrake-handleVwill be turned so as to put the vacuum-brake in action and to stop thetrain.

By the herein-described apparatus a complete and reliable protectionagainst collisions is achieved, since the antomatically-actingarrangement effectually applies the brakes and stops a following trainit the apparatus is in the normal operative position. Collisions aretherefore impossible, even when an incorrect signal is set or theengine-driver from some cause or other has neglected his duty.

This device can be used to operate any kind of a signal desired, saidsignal being located at any convenient or desired point upon the train.In this manner the heedl'ulness of the engine-driver is sharpened.

Having now particularly described and ascertained the nature of my saidinvention and in what manner the same is to be performed, I declare thatwhat I claim is- 1. In an automatic apparatus for preventing collisionsof railway-trains, of the kind herein referred to, an appliance situatedat a suitable distance from the stopping-place at the side of the trackand at such a height above the same that it can engage with an armextending from the side of the locomotive arriving at that point andthereby aeutate the brakes, such appliance being brought into theoperative position by means of ameehanism at the stopping-place, whichis actuated by an entering train, substantially as described and asillustrated in the accompanying drawings.

2. An automatic train-protecting mechanism, comprising a releasingmechanism located at a station and adapted to be actuated by engagementof the train therewith, a movable arm upon the train projecting beyondthe sides thereof, a shifting member mounted adjacent to the track anddistant from the station, and adapted in one position to engage themovable arm upon the passing train, a local shiftin g means for saidshifting member and connections from said means to the releasingmechanism for restraining the same.

An automatic train-protecting mechanism, comprising a releasingmechanism located at a station and adapted to be actuated by engagementof a train therewith, a movable arm upon the train projecting beyond thesides thereof, a shifting member mounted adjacent to thetrack anddistant from the station and adapted in one position to engage themovable arm upon the passing train, a weight attached to said shiftingmember to shift it into operative position, and connections from saidweight to the releasing mechanism, whereby the same may be controlled.

4. An automatic train-protecting mechanism, comprising a releasingmechanism located at a station and adapted to be actuated by engagementof the train therewith, a movable bar upon the train projecting beyondthe sides thereof, a shifting bar mounted upon pivoted arms adjacent tothe track and distant from the station, and adapted in one position tolie at an incline with the direction of the rails, and adapted to engagethe movable bar upon the train,and connections from said shifting bar tothe releasing mechanism whereby said shifting mechanism is controlled.

5. An automatic train-protecting mechanism, comprising areleasingmechanism located at a station and adapted to be actuated by engagementof the train therewith, a movable bar upon the train projecting beyondthe sides thereof, a shifting member mounted adjacent to the track anddistant from the sta tion, comprising a bar mounted upon arms of unequallength, whereby in one position said bar is held at an angle to thedirection of the track and is adapted to engage the 'bar projecting fromthe passing train, a weight connected to said arms to swing the bar intooperative position, and connections from said arms to the releasingmechanism.

6. An automatic train-protecting mechanism, comprising a releasingmechanism located at a station and adapted to be actuated by engagementof the train therewith, a reciprocable bar mounted upon the train andprojecting beyond the sides thereof, a shifting member mounted adjacentto the track and distant from the station, comprising a supportalongside the track, a shaft on said support parallel with the rails,arms of unequal length fixed to the'shaft, a bar fixed to the outer endsof the arms and adapted in one position to engage the reciprocable barprojectin g from the train, a sprocket-wheel upon the shaft, a chainupon said wheel, a Weight connected to said chain, and connections fromsaid chain to the releasing mechanism.

7. An automatic train-protecting mechanism, comprising a reciprocablebar mounted upon a train and projecting beyond the sides thereof, amovable actuating member therefor located distant from the station,pivoted arm located at the station, connections from said arm to theactuating member, whereby the position of the latter may be controlledby the former, a movable bar adapted to normally restrain the pivotedarm and also adapted to be engaged by the moving train to release thebar, and a weight connected to the movable actuating member to throw itinto operative position.

8. An automatic train-protecting mechanism, a reciprocable bar mountedupon a train and projecting beyond the sides thereof, a movableactuating member therefor located distant from the station, a shaftlocated at the station and extending along the track, a releasing-arm onsaid shaft capable of rotation with the shaft, a cam-arm upon saidshaft, bars supported in an inclined position and adapted to be engagedand depressed by a passing train, one of said bars engaging the cam tohold the releasing-arm in a fixed position, a cable connecting the endof the rea signal upon a train, comprising a laterally-' projecting barhaving a contact engagement in one direction with the ordinarysignal-opcrating mechanism, and an inclined bar adjacent to the trackand capable of engaging the projecting bar to operate the signal.

10. An automatic mechanism for operating a signal upon a train,comprising a laterallyprojecting bar having a contact engagement in onedirection with the ordinary signal-operating mechanism, a spring actingto hold the bar back, from its operative position, an inclined baradjacent to the track and capable of engaging the projecting bar tooperate the signal, and means for moving the inclined bar into and outof its operative position.

In testimony that I claim the foregoing as the invention I have signedmy name, in presence of two witnesses, this 8th day of January, 1898.

J OHANNES VERMEHREN.

Witnesses:

JULEs BLoM, TH. 00mm.

